Multiple manifold for internal-combustion engines.



S. I. FEKETE.

MULTIPLE MANIFOLD FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 11. I917.

Il,289,%25 Patented Dec. 31, 1918.

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UNITED %TATE% ATENT @ldlhllCE.

STEPHEN IVAN FEKETE, OF DETROIT, MICH IGAN, ASSIGNOR, BY MESNE ASSIGNMENTS,

TO ESSEX MOTORS. OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN.

Specification of Letters Patent.

Patented Dec. 31, 19118.

Application filed July 11, 1917. Serial No. 180,024.

To all whom it may concern:

Be it known that I, STEPHEN IVAN Fr.- KETE, a citizen of the United States, residing at Detroit, county of Wayne, State of Michigan, have invented a certain new and useful Improvement in Multiple Manifolds for Internal-Combustion Engines, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention relates to internal combustion engines and particularly to those having a plurality of working cylinders. The invention has for its object to provide a manifold combined with a carburetor which may be manually controlled when the engine is being started so that the air passing through the carburetor will have a high velocity and therefore will tend to break up the liquid fuel completely into particles and will carry the particles of fuel suspended in the air from the carburetor to the cylinders of the engine. lhe construction hereinafter described provides'a plurality of air passages or manifolds from the carbureter to the cylinders, said passages being of diderent cross sections, together with a gate or control valve by which one or moreof the passages can be closed when the engine is being started. it will be understood that closin of one or more of the said passages resu ts in increasing the velocity of flow through the passage or passages which still remain open because all the air which passes into the engine must pass through a passage of relatively small capacity. By reason of the high'velocity, the heavy distillate cannot condense out and accumulate in a pool which is later carried over into the engine formin black smoke and a arbon deposit.

n the accompanying drawings l have shown my invention as combined with an internal combustion engine having overhead inlet valves but it will be understood that 1 do not limit myself to this construction as my invention is also applicable to engines containing puppet or sleeve valves.

The invention will be fully understood b reference to the accompanying drawings taken in connection with the followin description and the novel features thereo are pointed out and clearly defined 1n the claims at the close of this specification.

In the drawings, Figure 1 is a vertical section of a cylinder, manifold and carbureter embodying my invention.

Fig. 2 is a top plan view of the parts shown in Fig. 1 showing also the several cylinders of a six cylinder engine. Fig. 3 1s asection on line 3-3, Fig. 2.

Fig. 1 is a section on the lines d-i of Fig. 1..

Fig. 5 is a section on line 55 Fig. 1.

Referring now to the drawings at 11, 11 are shown the cylinders of an internal combustion engine. At 12 is shown one of the inlet valves. In the case chosen it is located in the top of the cylinder head and the engine is of the overhead valve type. Surrounding the inlet valve 12, is a space 13 throu h which the gas flows to the cylinders 11. t 1 1 is shown a carbureter having a fuel jet 15 and air inlet 16. Within the chamber 17 formed on top of the carbureter is located a bell or piston 18 movable vertically so that its dependin flanges intercept the air passage through the carbureter. The position of the bell is controlled in any convenient manner as, for instance, by a bell crank 19 pivoted at 20 to the top of the carbureter and having one arm connected by link 21 with the bell 18 and the other arm by link 22 to a suitable handle, not shown, which is within the convenient reach of the operator. lhe carbureter 14 is connected by a manifold 23 with the said spaces 13, 13 which lead to the respective cylinders.

The manifold is in plan view of the ordinary well known shape. It is, however, divided into a series of parallel pasages of different cros sections. In the form shown on the drawings, there are three passages 24, 25 and 26. The lowest passage 24c is of the smallest cross section and passages 25 and 26 are each of larger cross section. In the portions of the manifold which are arallel with the longitudinal axis of the engine, cross sections are the shape shown in Fig. 3, that is, each of the assages composing the manifold is of su stantially rectangular cross section. At the point where the carbureter and the manifold unite, see Fig. 4., the cross section is substantially triangular in shape, the three passages being separated from each other by webs 27 and 28. @n the intake side of the carburetor the passage is similarly constructed; there being two webs 29 and 30.

From the foregoing description it will be seen that if the bell or piston 18 is lowered so that its lower edge is adjacent the web 28,

the

the two passages 25 and 26 will be closed and the entire volume of air drawn into the engine at each revolution must pass through the small passage 24 with the result that the air attains a high velocity carryin with it the fuel from the orifice 15 which it breaks up'into small particles and which is prevented by the high velocity from condensing in the manifold or at the turns.

When the bell 18 is lifted until its lower edge is about opposite the partition 27, the passages 24 and 25 will be open and there will be a substantially uniform flow through both passages. hen the bell is in its extreme upper position, the engine is supplied through all three passages in the manifold.

Tlledevice, therefore, supplies a manifold of cross-section capable of being varied according to the requirements of the engine at the given movement. It also provides means for introducing the explosive mixture at a high velocity without the use of a supplementary fuel jet.

What I claim is: i p

1. In combination with an internal combustion engine and a carbureter, a manifold leading'from the carbureter to the engine and being in cross-section substantially triangular with the apex down, one or more msaeas horizontal partitions extendin lengthwise of the manifold and dividing i into a plurality of passages of different cross sections, and a valve movableto intercept one or more of said passages.

2. In combination with an internal combustion engine and a carbureter, said carbureter having a substantially straight passage of triangular cross section through it, a fuel jet in said carbureter, a manifold leading from the carbureter to the engine divided into aplurality of passages of different cross sections, and a movable piston the lower edges of which intercept the said passages and close them successively.

3. In combination with an internal oombustion engine and a carbureter having a et, a manifold leading from the oarbureter to the engine and being in cross section substantially triangular with the apex down, one or more horlzontal partitions extending lengthwise of the manifold and dividing it into a plurality of passages of different cross sections, the jet of the carbureter' being in line with the passage of least cross section, and a valve movable to intercept one or more 'of said passages.

In testimony whereof I afiix my signature.

STEPHEN IVAN FEKETE. 

